Engine controlling apparatus



Feb. 27, 1934. R. M. NARDONE ENGINE CONTROLLING APPARATUS Filed June 22,1952 INVEN TOR. Romeo M. Naraone A Hwy?? Patented Feb. 27, 1934 ENGINECONTROLLING APPARATUS Romeo M. Nardone, East Orange, N. J assignor,

by mesne assignments, to Eclipse Aviation Corporation, East Orange, N.J.,

New Jersey a corporation of Application June 22, 1932. Serial No.618,790

16 Claims.

This invention relates to engine controlling apparatus, and particularlyto means for inter-re lating the operation and control of the startingmotor with that of other parts commonly employed in motor vehicles, suchas the current generating or fuel feeding mechanism.

An object of the invention is to provide novel means operative inresponse to starting the engine through the aforementioned crankinginstrumentality, to open the circuit to the starting motor.

In one embodiment of the invention, the circuit opening means takes theform of a servo-motor or valve preferably operated by the pressure offuel being pumped to the carburetor; while in the second embodimentherein suggested, the circuit opening means is actuated by a centrifugalgovernor driven from anyconvenient rotatable part of the engine.

A further object of the invention is the provision in connection with afuel supply system for an internal combustion engine, of novel meanshaving the duel function of controlling the quantity of fuel pumped tothe carburetor, and the energization of the starting motor.

Another feature of the invention is the provision of novel means forre-energizing the starting motor whenever the engine stops or stalls, bythe act of disengaging the engine driven clutch controlling thetransmission of torque to the driving wheels of the propeller shaft. Inthis connection, a feature of the invention is the provision of meansmaking it necessary to disengage the clutch before the circuit to thestarting motor can be completed.

This feature is desirable as a safety feature --in that it affordsprotection in case of backward rotation of the engine such as might becaused by a rolling backward of the vehicle with the engine in forwardgear and the clutch engaged. Under such circumstances, the presentinvention operates to prevent re-engagement of the starting motor andthereby eliminates the possibility of damage to either the startingmechanism or the engine member which the starting mechanism is adaptedto engage.

These and other objects and advantages to be derived from the use of theinvention herein disclosed involve the inter-relation and relativefunctions of the parts, and will become apparent upon an inspection ofthe following specification and the accompanying drawing, wherein thepreferred embodiment of the invention is disclosed. It is to beunderstood, however, that the drawing is for the purpose of illustrationonly and not designed as a definition of the limits of the invention,reference being had for such purpose to the appended claims.

In the drawing,

Fig. 1 is a view partly in section and partly diagrammatic of a deviceembodying the invention;

Fig. 2 is a similar view of a second embodiment of-the invention.

Referring to the drawing, particularly to Fig. 1, the referencecharacter 6 designates an electric motor adapted to operate a startingmechanism of any desired character adapted to engage and impart initialrotary movement to the engine crankshaft, not shown, and referencecharacter 7 designates a second engine shaft geared to the crankshaft torotate therewith. On the shaft 7 there is provided an eccentric or cam 8engageable with a cam follower 9 extending into a fuel pump 11, shownfor the purpose of illustration as conforming in outline to that of aconventional pump now used in the art, having a fuel inlet 12 and anoutlet 13, which as shown communicates with the engine carburetor 14 byway of the intermediate valve chamber 16 constituting part of thepresent invention to be described.

The starting motor 6 is shown as adapted to be energized from thebattery 19, with which it has connections through suitable leads 21 and22, the latter having a normally open break therein as indicated at 23and 24, and adapted to be bridged by a contact plate 26, movable with,but insulated from a plunger 27 secured to a core 28 movable within anelectro-magnetic device of any desired construction, the winding ofwhich is indicated at 29 as part of the second circuit leading from thesource 19 through branch conductors 31 and 32, the former of whichterminates in a resilient contact member 34, and the latter in a similarresilient contact 36.

As shown, the contacts 34 and 36 are both mounted on a plate 38entending from a bracket 39 integral with a casting v41, the saidcasting being herein shown as mounted to register with the upper end ofthe fuel pump 11 and apertured to receive a conduit 43 connecting thevalve chamber 16 with the carburetor 14. Attached, as at 42 to thecasting 41 is a flexible diaphragm or bellows 46, the closed end ofwhich is secured to the closed end of a tubular sleeve or valve 4'!defining the previously described valve chamber 16. As shown, the end ofthe tubular valve 4'7 is cut away to permit communication between theoutlet 13 and the conduit 43 but in the normal position, as shown, thepassage thus formed is a restricted one, the edge of the valve being inposition to restrict the opening in the conduit 43.

Due to the flexible nature of the diaphragm 46, the valve 47 is free tobe moved to the right as viewed in Fig. 1, when the amount of fuel beingpumped increases sufficiently to produce such action. The conduit 43 isthen completely uncovered and in addition, the previously describedswitch member 34 is actuated by means now to be described. The means foractuating the switch member 34 in response to movement of the valve 47,preferably takes the form of a rod 51 secured to the end of the valve 47by suitable means 52 and slidable to a limited extent as permitted bythe collars 53 and 54 relatively to the bracket 39. As shown, the rod 51has an insulated end 56 adapted to contact at all times the switchmember 34 and effective to flex the latter to the right as viewed inFig. 1, upon increase in the pressure of the fuel within the valvechamber 16. In the position shown in Fig. 1, the switch member 34 may becontacted by the associated switch member 36, on flexing the latter tothe right when the operator desires to crank the engine. In the formshown such switch closure is effective through the depression of theclutch pedal 58 by which the operator disengages the clutch, not shown.

In installations wherein the switch is controlled by this means, therock shaft 59 on which the clutch lever is mounted, is provided with anadditional arm 61 to which is pivotally connected a rod 62 havingtelescopic engagement with a thimble portion 63 of a link 64 which inturn pivotally connects with a bell crank 66, one arm 67 of whichcarries a finger of insulated material which engages the switch arm 36;a compression spring '71 engaging the other arm '72 of the bell crankyieldably opposes movement of the bell crank in response to actuation ofthe clutch lever, while the stop 74 extending upwardly from the bracket39 limits the extent of such movement. A second stop 76, engageable withthe bracket 39, limits the movement of the bell crank in the oppositedirection, and a second spring 75, located within the recess of thethimble 63, acts to yieldably transmit the thrust of link 62 to the link64 to produce the switch closing action, as well as permitting limitedmovement of the link 62 relative to the link 64. Thus disengagement ofthe clutch may begin before, and continue after the bell crank 66 hasreached the limit of its movement.

Having thus described the parts entering into the preferred embodimentof the invention as shown in Fig. 1, the operation thereof will be seento be as follows:

When it is desired to crank the engine, the operator presses the clutchpedal 58, thus disengaging the clutoh and at the same time causing theswitch arm 36 to move into contact with the associated arm 34, therebyclosing a circuit through the winding 29, whereupon the core 28 is drawnto the right and contacts 23 and 24 are bridged by the member 26resulting in the energization of the winding of the motor 6, anddevelops a torque in the starting apparatus which is effective to turnover the engine crankshaft in the usual manner, and at the same timerotating the cam shaft '7 connected therewith. During this crankingoperation, the pump 11 has only a limited capacity for pumping fuel tothe carburetor 14 due to the restriction of the conduit 43 by thetubular valve 47. When the engine becomes self-operating however, thesudden increase in the speed of the cam shaft 7 accelerates the pump 11to such an extent that the resulting surge of fuel ejected from the pumpinto the valve chamber 16 causes movement thereof to the right whichmovement is effective through the rod 51 to displace the switch arm 34out of the limit of movement of the switch arm 36. Thus the circuit tothe winding 29 is broken and the motor tie-energized; a suitable springor other equivalent device 25, being effective to reopen the switch23-24 upon de-energization of the solenoid.

As long as the engine continues operating under its own power, thepressure of the fuel being pumped is suflicient to maintain the valve 47in the open positionand the switch arm 34 also in the open position. Inthe event however that the engine should stall, the rod 51 is returnedto the position indicated in Fig. 1 by the resilient action of thebellows 46, or, if desired, an additional spring 78 may be employed forthe purpose. The switch arm 34 is thus returned to the position in whichit can be contacted by the arm 36, assuming the clutch pedal 58 to be inthe proper, that is, depressed position.

Fig. 2 shows another embodiment of the invention wherein hydraulicallyoperated valve 47 is replaced by a speed responsive device having asimilar function so far as the control of the circuit to theelectro-magnetlc device 28 is concerned. In this embodiment theelectrical parts are the same as in the preferred embodiment, as is alsothe relation of the clutch actuating mechanism thereto, except that withrespect to the latter feature, the operation is simplified by theprovision of a link 81 having an end portion 82 of insulating materialadapted to move one of the switch arms 36 into engagement with theassociated contact 34, the latter being mounted on a piece of insulatingmaterial embedded in a cup-shaped collar 84 mounted on a bearing member86 which surrounds a sleeve 87 and facilitates rotation of the latterwithin the collar 84, the members 87 and 84 being held for movement as aunit in the axial direction by the provision of nuts 88 and 89 threadedto the members 84 and 87 respectively, and engaging opposite faces ofthe bearing 86. As shown, the sleeve 87 cooperates with a second sleeve92 securely keyed to a shaft 93 which as shown is an extension of thearmature shaft of the generator 94 attached to a mounting plate 96 ofthe engine. A centrifugal lmk mechanism of any suitable construction asindicated at 98 connects the sleeves 92 and 87, and is effective tocause movement of the latter sleeve toward the former upon accelerationof the shaft 93; such movement being opposed by a compression spring 98which serves to return the sleeve 87 to the position indicated in Fig. 2when the engine approaches stalling speed. In order to prevent rotationof the collar 84 with the sleeve 8'7, a rod 99 preferably extends freelythrough a guide block 101, attached to the engine, which block alsoserves to guide the link 81.

From the foregoing it will be seen that the energization of the startingmotor is first brought about through actuation of the clutch pedal 58,and is discontinued as soon as the development of self-operating powerin the engine and the resulting acceleration of the shaft 93 draws thesleeve 84 and contact 34 and arm 36 out of range of movement of theextension 81. In the event the engine stalls, the return of the collar84 through the action of spring 98 again places the contact 36' inposition to be moved by the extension 81 into engagement with thecontact 34', in response to a depression of the clutch pedal 58.

There is thus disclosed a novel engine controlling s'ystem wherein boththe clutch and starting bodiments of the invention, certain of thesefunctions may be omitted, or the structure and interrelation of partsperforming such functions may be varied, as mayalso the particularmethod herein shown of electrically and electro-magnetically controllingthe energization of the starting mechanism. Likewise other changes,substitutions, additions or omissions may be made within the scope ofthe broadest of the appended claims.

What is claimed is:

1. In a control system for an. internal combustion engine, a source ofcurrent supply, a motor energized from said source and operative tocrank the engine, an electro-magnetic device operative to controlenergization of.said motor, a circuit from said source to saidelectro-magnetic device,

the engine, an electro-magnetic device operativeto control theenergization of said motor, a circuit from said source to saidelectro-magnetic device, a single switch in said circuit, a clutchactuating lever, means responsive to movement of said clutch lever forclosing said switch, and means including a fluid pressure operatedservomotor for opening said switch,

3. In a control system for an internal comhustion engine, a source ofcurrent supply, a motor energized from said source and operative tocrank the engine, an electro-magnetic device operative to control theenergization of said motor, a circuit from said source to saidelectromagnetic device, a single switch in said circuit, a clutchactuating lever, means responsive to movement of said clutch lever forclosing said switch, a fuel pump driven indirectly from the engine, andmeans responsive to actuation of said fuel pump for opening said switch,

4. In a control system for an internal combustion engine, a source ofcurrent supply, a motor energized from said source and operative tocrank the engine, an electro-magnetic device operative to controlenergization of said motor, a circuit from said source to said electromagnetic device,

a single switch in said circuit, a clutch actuating lever, meansresponsive to movement of said clutch lever for closing said switch, andspeed responsive means for opening said switch.

5. In a control system for an internal combustion engine, a source ofcurrent supply, a motor energized from said source and operative tocrank the engine, a circuit controlling energization of said motor, asingle switch in said circuit, means for closing saidswitch, a fuel pumpdriven from the engine, and means responsive to actuation of said fuelpump for opening said switch.

6. In a control system for an internal combustion engine, a sourceof'current supply, a motor energized from said source and. operative tocrank the engine. a circuit controlling energization of said motor, asingle switch in said circuit, a clutch actuating lever, means includinga reciprocable rod responsive to movement of said clutch lever forclosing said switch, speed responsive means for moving said switch outof the range of action of said switch closing means, said speedresponsive means including a switch carrying collar aligned with saidrod, and common guide means for said collar and rod. I

'7. In a control system for an-internal combustion engine, a source ofcurrent supply, a motor energized from said source and operative tocrank. the engine, a circuit controlling energization of said motor, asingle switch in said circuit, a clutch. actuating lever, meansresponsive to movement of said clutch lever for closing said switch,speed responsive means for opening said switch, said speed responsivemeans including a rotating and axially movable sleeve, a collar movableaxially with said sleeve, and carrying both contacts of said switch, aguide block adjacent said switch contacts, and means extending throughsaid guide block for closing said contacts and preventing rotation ofsaid collar on said sleeve.

8. In a control system for internal combustion engines a source ofcurrent supply, a motor ener gized from said source and operative tocrank the engine, a circuit controlling energization oi? said motor. asingle switch in said circuit, a clutch actuating lever, meansresponsive to movement of said clutch lever for closing said switch,speed responsive means for opening said switch, said speed responsivemeans including a rotating and axially movable sleeve, a collar movableaxially with said sleeve and carrying both contacts of said switch, aguide block adjacent said switch contacts, and means extending throughsaid guide block for closing said contacts when said sleeve is within apredetermined axial position only.

9. In a control system for an internal combu,= tion engine, a source ofcurrent supply, a motor energized from said source and operative tocrank the engine, an electro-magnetic device operative to control theenergization 'of said motor, a circuit from said source to saidelectro-magnetic device, a single switch in said circuit, means forclosing said switch, means including a fluid pressure operatedservo-motor for opening said switch, a fuel pump driven from the enginecrank shaft, a carburetor fed from said fuel pump, and means includingsaid servo-motor for governing the quantity of fuel supplied by saidpump to said carburetor.

10. In a control system for an internal combus tion engine, a source ofcurrent supply, a motor energized from said source and operative tocranls the engine, an electro-magnetic device operative to controlenergization of said motor, a circuit from said source tosaidelectro-magnetic device, a single switch in said circuit, means forclosing said switch, means including a fluid pressure oneratedservo-motor for opening said switch, a fuel pump driven from the enginecrankshaft, a car buretor fed from said fuel pump, aconduit connectingsaid carburetor and said pump, and a valve in said conduit, saidvalveconstituting part of said servo-motor. I

11. In combination with an internal combustion engine having a fuel pumpand a carburetor, a conduit connecting said pump and carburetor, a valvecontrolling the rate of flow through said conduit, said valve beingmovable in response to the pressure of the fuel being pumped, a motorfor starting said engine, and means actuated by said valve forde-energizing said starting motor,

12. In combination with an internal combustion engine having acarburetor and a fuel pump, a conduit connecting said pump andcarburetor, a valve controlling the rate of flow through said conduit,said valve being movable in response to the pressure of the fuel beingpumped, a motor for rotating said engine, means actuated by said valvefor de-energizing said starting motor, a circuit controllingenergization of said starting motor, and a switch in said circuit, saidswitch being operated by said valve.

13. In combination with an internal combustion engine having acarburetor and a fuel pump, a conduit connecting said pump andcarburetor, a valve controlling the rate of fiow through said conduit,said valve being movable in response to the pressure of the fuel beingpumped, a motor for rotating said engine, a clutch driven by saidengine, means movable with said clutch to energize said starting motor,means actuated by said valve for de-energizing said starting motor, acircuit controlling energization of said starting motor, and a switch insaid circuit, said switch being operated by said valve.

14. In a control system for an internal combustion engine, a source ofcurrent supply, a motor energized from said source and operative tocrank the engine, a circuit controlling energization of said motor, asingle switch in said circuit, a clutch actuating lever, means includinga reciprocable rod responsive to movement of said clutch lever forclosing said switch, speed responsive means for moving said switch outof range of said switch closing means, said speed responsive 'meansincluding a switch carrying collar aligned with said rod, a centrifugalgovernor rotatable within said collar, and means including a bearinginterposed between said governor and collar to transmit the axial motionof the former to the latter, said bearing also serving to facilitaterotation of said governor within said collar.

15. In a control system for an internal combustion engine, a source ofcurrent supply, a motor energized from said source and operative tocrank the engine, a circuit controlling energization of said motor, asingle switch in said circuit, a clutch actuating lever, means includinga reciprocable rod responsive to movement of said clutch lever forclosing said switch, speed responsive means for moving said switch outof range of said switch closing means, said speed responsive meansincluding 'a switch carrying collar aligned with said rod, a second rodextending from said collar and a guide block adapted to receive bothsaid rods and thereby prevent rotation of said collar.

16. In a control system for an internal cornbustion engine, a source ofcurrent supply, a motor energized from said source and operative tocrank the engine, an electro-magnetic device operative to control theenergization of said motor, a circuit from said source to saidelectroanagnetic device, a single switch in said circuit, a clutchactuating lever, means responsive to movement of said clutch lever forclosing said switch, and engine responsive means for moving said switchout of range of action of said switch closing means.

ROMEO M. NARDONE.

